Landing or dispatching device for aeroplanes



A ril 21, 1931.-

LANDING OR DIS? Origina L.HOLLAND ATCHING DEVICE FOR AEROPLA 1 Filed Aug. 16, 1928 4 Sheets-Sheet 1 L. HCLLTAND 1,802,254

HPENG DEVICE FOR AEROPLANES d Aug. 16, 1928 4 Sheets-Sheet 2 April 21, 1931'.

LANDING OR DISPATC Original File April 21, 1931. HOLLAND 1,802,254

LANDING,OR DISPATCHING DEVICE FOR AEROPLANES 1 Filed Aug. 1.6, 1.928 4 Sheets-Sheet 3 Origina April 21, 193 L. HOLLAND 1,

LANDING OR DISPATCHING DEVICE FOR AEROPLANES Original Filed Aug. 16, 1928 4 Sheets-Sheet 4 Ff l5 Patented Apr. 21, 193i PATENT OFFICE LIONEL HOLLAND, 0F

LANDING 0R DISPATCHING Original application filed August 16, 1928, Serial No.

this application This invention, a division of my co-pending application Scr. No. 300,078, filed Aug. 10, 1028, relates to landing and/or dispatching a paratus for aeroplanes or the like.

The object of the invention is to provide apparatus which can be uscdto enable the landing of or dispatch of aeroplanes to be effected from positions in which the aeroplane could not possibly be landed or coulc not take oil unless some suitable apparatus was provided.

The main object is to provide means whereby aeroplanes may be landed or dispatche from the centre of a city from, for example, the top of a high building, or from any other place where the necessary ground is not available for an aeroplane to take off from or to land on.

The advantages of apparatus or means for this purpose will be obvious as it would allow of landing and dispatching stations to be rovided in the heart of a congested city, thus enabling passengers to alight or to start on a journey without the trouble, expense and delay of having to go miles away to a suitable aerodrome.

The apparatus which is about to be described is not only suitable for use on the top of a building but could also be used on a ship or pontoon, or in any desired position where the necessary ground, or space of water, does not exist for ordinary landing and taking ofi purposes but where the nei hbourhood is P? not restricted by numerous high trees or buildings in the close proximity.

The present invention is for improved apparatus for launching and landing aeroplanes and mainly relates to the means whereby the shocks in landing may be reduced to a minimum owing to spring or extensible means which are. provided to allow the attachments to extend. The invention also atthe same time includes such elastic or Y resilient cushioning means which in'launching may be used automatically to pay out the aeroplane attaching gear so as to reduce the centrifugal stresses in launching.

The invention consists in apparatus or enabling an aeroplane to be-launched or landed in a restricted space, having a mast or tower filed. July 6,

GALCUTTA, n mm DEVICE FOR annormnns 300,078, and in india. June 12, 1928. Divided and 1929. Serial No. 376,443.

and an arm which is adapted to rotate or to be rotated about the axis of said mast or tower, and aeroplane attaching or engaging means carried by said arm, characterized by the said attaching or engaging means being capable of extending outwards under spring or elastic restraint when a pull or centrifugal stress of suitable or predetermined amount is applied thereto, thereby substantially to increase the normal radius 0 the said arm when appropriate outwardly directed force is applied thereto.

In launching or landing apparatus in which a mast or tower with an arm carrying an aeroplane engaging device thereon is provided, which'arm is adapted to rotate or to be rotated about, or with the axis of sai mast (or tower) the invention covers broadly the attachment of the said engaging device to the end of said arm through the medium of a cable or other flexible means extensible against a spring or other resistance. In this connection by a means extensible against a resistance it is intended to cover any suitable known means, for example springs, or combinations of springs, hydraulic pneumatic or like cylinders with pistons working therein, or any means capable of giving a long stroke extension or one capable of magnification to give under a gradually increasing resistance a considerable extension to the aeroplane connection. 4

The invention thus includes in apparatus for enabling the dispatching and/or landing of aeroplanes to be eiiected having a mast or tower with an arm adapted to rotate or to be rotated about or with the axis of said mast or tower, the provision of an aeroplane engaging device vupon the arm attached to the arm through the medium of a cable or other flexible means extensible against a spring or the like, or against other resistance, which, whilst it enables the said engaging device to extend or to be drawn out, only permits said extension to occur against the resistance of an elastic or other force which increases as the engaging device draws out.

The invention further includes apparatus for enablin an aeroplane to be dispatched o I 0 or landed in which a mast or tower 15 provided having an arm mounted thereon which is capable of rotating or being rotated around the axis of said mast or tower, and having attachment gear for attaching or allowing the aeroplane to attach itself to the end of the arm, characterized by this that the said attachment gear is connected to cables or the like, in such manner that the said attachment may automatically pay out or extend to enable the radius of the curve on which the aeroplane is caused to move to be extended beyond that given by the length of the arm.

In this last embodiment of the invention the attachment gear for attaching the aeroplane may be connected to the arm by-means extensible against a spring or other resistance.

The attachment gear for attaching the aeroplanes may be connected to the pivoted arm by means extensible against a spring or other resistance. which resistance may be adjusted so that it requires a pull in excess of that corresponding to the weight of the aeroplane to handled, or any other desired pull, to be applied to cause the extensible means to extend.

The resistance of the spring or other resistance may be so arranged as to increase as the attachment gear pulls out or extends further and further. so that a limit is reached in each case depending on the weight of the aeroplane and its speed or the centrifugal force acting thereon. The resistance to extension of the said attachment gear may be regulatable according to the weight of the aeroplane to be handled or dispatched and to the centrifugal force which it is anticipated will have to be resisted.

The resistance may be so arranged that it may be adjusted only to allow the attachment gear to start pulling out when any particular desired tension is applied or when a tension exceeding the weight of the aeroplane to be handled is exceeded by some percentage or multiple, for example when the tension exceeds from ten per cent above to one and a half times to two times the weight of the aeroplane. This adjustment is particularly necessary when an aeroplane is to be dispatched as it is important that no extension of the attachment gear shall take place until the pivoted arm has risen a reasonable distance so that the aeroplane cannot possibly sink below the original level it started from when hanging fromthe pivoted arm in its lowered position.

The said attachment gear may be arranged to be capable of pulling out or extending when a pull is applied thereto nearly equal to or exceeding the weight of the aeroplane to be received or launched respectively bya certain ratio, the limit of extension of the attachment varying from a small amount to a length of from one half to three quarters of the length of the ivoted arm.

As above explained in dispatchii'ig an aeroplane the tension on the attachment gear must be so adjusted that it cannot extend until the aeroplane has swung out on the pivoted arm to clear obstacles in the space around the mast. In receiving an aeroplane the tension on the attachment gear may be reduced so that when the aeroplane hooks on the gear will at once extend. This not only reduces the shockbut also causes the aeroplane to move on a transition curve joining curve of large radius on which it is flying before it hooks on with the curve on which it is first caused to move when it has caused the rotating arm at the top of the mast to take up a speed of rotation approximating to the momentary speed of rotation of the aeroplane about the mast when in hooked on position. The aeroplanes speed of rotation is of course reduced by the pulling out of the attachment gear to its extended position. The amount by which the gear can extend will not usually be found, even with the heaviest aeroplane, to exceed one or three quarters of the length of the pivoted arm because it is ditficult to allow of a greater extension of the springs or weights inside the mast or tower. If however mechanism can be devised for multiplying the extGTISIOIl beyond these limits such mechanism comes to rest hanging from the end of the arm in its lowered osition it shall be supported by the attachment gear. Owing to the fact that the aeroplane may circle around the mast attached to the pivoted arm several times before coming to rest there will be time for the operating staff in charge of the apparatus to wind up the tension on the gear to a desired amount after the hooking on of the aeroplane. After the aeroplane has gently.

In this tackle may be introduced between the springs used and the aeroplane attachment devices so that the aeroplane may pay out to an extent exceeding the extension of the sprin aerop ane by a ratio depending on the tackle ratio.

To preventthe attachment gear from running out too far upon a very heavy aeroplane at high speed hooking on to the attachment stops may be provided, preferably fitted with spring buffer means, adapted to prevent the gear extending beyond a desired'maximum limit.

The apparatus according to this invention under the pull applied to them by the ,'-;::i

paying out device a multiple block mom said cables, a swivel to prevent the twisting.

of the cable or spring when the pivoted arm revolves, a stop on the cable at the attachment end thereof and winch or like means so arranged that a tension may be placed on the spring or springs, which tension may be adjusted by the winch to suit the weight'of the aeroplane so that the said attachment will not pull out or extend further until or unless the said predetermined tension is exceeded.

- In this apparatus the pivoted arm, instead of being inert and merelv capable of rotation under the impulse given to it by the forces applied to it by the aeroplane, may be capable of rotation around or about the mast or tower, and means may be provided whereby the said arm may positively he made to rotate.

The pivoted arm may be adapted to be rotated by gearing or by a cable, rope or the like passing around the rotatable head carrying the arm, said cable or the like passing around jockey pulleys or the like and then to the drum of a winch, or other driving or rotating mechanism preferably driven by a suitable engine or motor, said mechanism being capable of rotating the pivoted arm at a desired speed. I Y

The invention also includesapparatus as above described but in which the pivoted arm has a telescopic extensible part capable of increasing the length of the arm, the aeroplane attaching ring or loop being carried upon the outer end of said telescopic portion. This telescopic portion may be attached to the cables, or cables and springs, or other controlling means governing the pulling out or extension of the aeroplane attaching ring or loop. s

The telescopic portion of the pivoted arm may be so controlled that it will only extend when a pull exceeding that equivalent to the weight of the aeroplane to be dealt with is exceeded, and the said portion when it has been caused to extend may be engaged by a ratchet or pawl or equivalent holding device to hold the said telescopic part in extended position.

The said holding device may be soarranged as only to come into action after the pivoted arm has risen above a certain, desired angle tor example w en'the arm has risen to an angle of to the axis of the mast,-a'nd further be so arranged that when the arm falls below the said angle the holding device, if such is holding the telescopic portion extended, will he tripped to allow the said portion to retract again.

As a further modification the pivoted arm may be provided with means whereby the telescopic portion, when said arm is in a raised position, may be caused, by the operation of mechanical means, to extend and to be held by the holding device in its extended position to enable the telescopic portion to be drawn out to its limit when prepared to receive an aeroplane about to be landed.

The invention also includes in its preferred embodiment apparatus for landing or launching an aeroplane comprising a high mast, a pivoted or hinged arm carried by the mast and capable of rotating or being rotated around the axis of the mast, said arm also being capable of tilting on the mast so that its outer end may rise and fall, an aeroplane engaging device on the end of said arm secured to a cable or other flexible means passing down the length of the arm, characterized by this that the said cable or the like has spring or elastic means attached or operating in connection therewith to restrain the extension and to cause the withdrawal of the aeroplane engaging means from or to the end of the said arm, the said spring or elastic restraining means being so arranged or adjusted, or capable of adjustment, that under the vertical weight of the aeroplane or under the combined resultant force due to the weight of the aeroplane and the small centrifugal force when the same is rotating at slow speed around the mast with the arm in a lowered or steeply inclined position the aeroplane engaging gear will be drawn up tight against the end of the inclined arm, but when the arm rises, or isrin raised position, due tothe increased centrifugal force thereon of an aeroplane attached thereto and whirling around, or being whirled or driven around, the mast at a high speed, the said cable or flexible means will allow the aeroplane engaging means automatically to pay out, thereby increase the radius of the path followed by the aeroplane whilst still restraining and controlling the aeroplane in said raised position.

In these various forms of apparatus the invention includes the combination therewith of an aeroplane engaging device comprising a widely extended loop of cable or other flexible means, which normally is kept ex tended or opened out by spring arms or equivalent means, and which is capable of lengthening under stress and closing when an aeroplane attaches thereto.

It also includes engaging gear .on the aeroplane itself adapted to co-operate with the spring or elastic extension gear on a launching and landing apparatus, said gear on the, aeroplane comprising a horn or equivalent adapted to enter the ring or'loop on the landingmast, a hook or notch to securely engage said ring or loop when the aeroplane is attached, and a catch to prevent the aeroplane when engaged from accidentally breaking adrift. I

This engaging gear on the aeroplane which is adapted to co-operate with the engaging gear on the landing mast may comprise hooking on or grappling means adapted to pull out or extend against spring resistance, and an indicator in combination therewith to show to the aeroplanes pilot the stress on said springs, and thereby to indicate when said stress, due to the weight of the machine and the centrifugal forces operating, in launching has sufliciently reduced to enable the aeroplane to be cast off with safety thereto.

The invention will now be described with reference to the accompanying drawings which show, merely by way of illustration and largely in a diagrammatic manner, certain forms the different parts of the apparatus may take. In these drawings Fig. 1 is a diagram'of the apparatus.

Fig. 2 is an elevation of a tower and pivoted arm giving greater details and certain indications of constructional details.

Fig. 3 shows diagrammatically gear for causing the pivoted arm to lift or drop posi-.

tively.

Fig. 4 is a diagram illustrating the paying out gear for allowing the attachment device for the aeroplane to extend.

Fig. 5 is a-diagrain showing the attachment of multiple part blocks and tackle between the springs of the paying out device and the aeroplane attachment ring. It also shows how the tension on the cable for supporting the arm increases as the arm sinks lower and lower.

Figs. 6 and 7 show in some detail how the last two devices may be combined.

Figs. 8 and 9 show the attaching device on the end of the pivoted arm and the cable attachments.

Fig. 10 indicates means whereby the pivoted arm may positively be made to rotate.

Figs. 11 and 12 show the attaching and detaching device on an aeroplane.

Fig. 13 shows a spring controlled connection in the device carried by the aeroplane and a scale to show the pull.

Fig. 14 is a diagram explaining certain considerations which reduce the shock upon the apparatus on the landing of an aeroplane.

Fig. 15 shows, a form which thetelescopic means may take when applied to arm.

Fig. 16 shows gear for engaging the telescopic member to hold it in extended position when tension thereon is removed, and

Fig. 17 is a diagram of cable attachments.

The invention consists of a device for launching aeroplanes into the air and for landing aeroplanes from the air.

It comprises essentially a mast (which is very strongly fixed either to the ground, to any building, to a tionary or moving of sulficient strength for the purpose) from the top of which projects a freelyrrevolving and rising and fallingarm 2. At the end of the arm further away from the mast is a ring, hoop or loop, or other the pivoted ship or other structure Sta-- attaching and releasing arrangement 3 the counter-.part of which ring or other arrangement is mounted upon or built into the aeroplane or aeroplanes which it is intended shall be launched from or landed upon the arm and mast. The counterpart of the ring may on the aeroplane consist of any suitable shape of hook or grappling hook 4 having a projection or born 5 which the pilot of the aeroplane by so steering the aeroplane is capable of causing to attach itself to the. said ring or other arrangen'ient 3; or, vice versa. the hook may be at the end of the arm ytllld the ring on the aeroplane. This attach ing arrangement is also arranged so that when ascending into the air the pilot of the aeroplane can by the movement of certain handles or other arrangement 6 cause the ring and hook to release tben'iselves and separate.

According to the embodiment illustrated, near the base of the mast is mounted a circular track 7 so arranged and of such size and position that a wheel 8 mounted upon and revolving upon the urn 2 may run upon said track and-thus prevent. the arm 2 fouling or rubbing against the mast and also enabling the aeroplane when it is moving slowly to revolve round the mast near its base suspended'from the top of the mast by mcans'of the arm 9, the arm then resting against the track 7 being supported on the. aforesaid wheel 8.

The arm is pivoted at 10 and may be counterbalanced, for example by a weight 11. in such a manner that- (when no aeroplane is to be launched) it comex to rest projecting out more or less horizontally as at 2a-that is to say in a position suitable for enabling an arriving aeroplane to attach itself to the outer extremity of the arm.

The foregoing parts of this invention are described more fully hereinafter, but are sufficient to make the principle of this invention clear. The method of operation is as follows To commence with the launching of an aeroplane into the air; the aeroplane is suspended from the hook 3 and the ar1n2 is resting against the track 7 supported from the track on wheel 8; the propeller of the aeroplane is revolved in the ordinary way and causes the aeroplane to move forward, the wheel 8.running on the track 7. and the aeroplane following a circular path around the mast 1 still suspended from the freely revolving arm 2; as the speed increases the aeroplane 9 and arm 2 begin to leave the track still revolving round the mast because the centrifugal force of the aeroplane and arm them to swing out from the mast and to revolve round the mast at a greater radius, which radius will go on increasing as the speed increases; but the centrifugal force is not the only force tending to cause the 'areoplane and arm to swing outwards and upgoing round cause I f it is supported upon its own lifting ropes v2, or as will cause wards and to revolve at a greater radius, the pilot of theaeroplane soon has some air pressure onthe aeroplane wings to make use of and he so uses this and steers the aeroplane that it also tends to raise the aeroplane and arm upwards and outwards and to revolve at a greater radius as the speed increases; there is also a third force which may or may not be used without effecting the principle of the invention, and that is the arm 2 by meansof its counterbalance 11 or owing to a spring tension applied thereto is tending to assist in lifting the aeroplane and to take up the position 211. the speed (on its more or less circular pat of the aeroplane increases it will occupy a more and more outward and upward position until by means of its speed through the air planes; when this state of affairs is reached it is merely necessary forthe aeroplane pilot to move the necessary handle'6 or levers, or operate such other arangement as may be in use, to cause the ring or loop 3 and hook 4 or other attaching arrangement which was holding the aeroplane to the arm to disengage themselves and then the aeroplane is completely separated from the arm and mast and proceeds on its journey.

The landing of the aeroplane is a reversal of the sequence of the events described in the launching and may be explained'as follows. The arm of the mast b means of its counterbalance 11 or owing to the tension in to be described later when no aeroplane is attached to it, is arranged to take up a more or less horizontal position as at 2a; the ring 3 or other attaching arrangement is also ready to receive and be engaged by its counterpart t which is attached to or forms part of the aeroplane; the aeroplane which is to he landed approaches the end of the arm in a direction more or less at right angles to the arm and is steered in such a way as will cause the born 5 and hook 4 on the aeroplane to catch on to the ring 3 on the arm the attaching arrangements of the aeroplane and the arm of whatever type they may be to engage in one another and lock securely together in such a way that they cannot be disengaged or unlocked unless the pilot of the aeroplane by the moving of certain handles, levers or other arrangements causes the aforesaid ring and hookpr other attaching arrangements to disengage and separate; but at the time of landing this would not be comes attached or locked to the end of the arm at 2a and draws the arm with it; the aeroplane being hooked on cannot 'roceed' any further in a straight direction ecause it is now attached to the end of the freely revolving arm and the momentum which the aerolane possesses causes it to draw the arm circular path and with it and to take up a It will "thus be seen that as done so' that the aeroplane berevolve round may not be constructed so that it is more or less flexible in the direction which is more or less the direction of the path of the aero plane at the time of its becoming attache thereto so as to-minimize as much as possible the shock to the aeroplane and to the arm and mast at the time that the aeroplane becomes attached to the end of the arm; further the arm itself, and more particularly its outermost portions, is made also so as to minimize the aforesaid shock. Now when landing, an aeroplane the pilot slows up or stops the propeller, either before, or at the time of, or soon after the aeroplane has become attached to the arm; so that the weight of the aeroplane going round the mast at a decreasing speed gradually causes the aeroplane to revolve in a position lower and nearer to the mast, because the centrifuga force holding the aeroplane extended outwards is gradually becoming less and less and because the lift of the aeroplane on its own planes is also becoming less and less as the speed of translation drops u til the wheel 8 on the arm rests against and revolves upon the track 7 at the base of the mast, and, fi-' nally, the propeller being stopped altogether,

as light as possible moving his planes or varies in the usual manner known to pilots.

' Referring now to Fig. 1 let us assume that the length of the mast or tower 1 from the level of the track 7 to the pivotal point of the arm 2 is 150'. Further let us assume that the radius of the track'7 is about 40'. Below the track 7 the diameter of the mast or tower must be reduced at 12 to be the least compatible with strength. The height H of this reduced portion must be am'ple to receive largest aeroplane to be handled between the supports of the track 7 and the ground or surface below. Such clearance as are reasonable to allow of tilting of the wings must be provided. With a track 40 in radius it isprobable that aeroplanes having wing spans up 'to 'TO 'feet-Qrthereabouts could be aocommodated.

With the dimensions indicated above an aeroplane wouldhave to attain a speed 0 12 or 13 miles per hour around the track 7 before it had any tendency to leave the track and swing outwards, owing to the centrifugal 'force' thereon. The

wards to the position 2b making an angle of 30 with the vertical when a speed of 25 or 26 miles per hour is attained. These the speeds neglect the influence due to the wind volving at any particular angle would be pressure on the wings of the aero lane which that the length of cable connecting the end at such a speed as 25 miles per our would of the arm to the aeroplane would at first ginning to have a very distinct indrop below the angle reached by the arm,

fluence. These speeds'also neglect the counthe actual revolutions per minute of the arm 70 'terbalaiice or pull on the arm which may would momentarily drop and the aeroplane cause it to rise further still. would sink slightly till its speed further ini the speed of the aeroplane rises still creased. v further the arm 2 rises and the radius on By paying out the attachment radually m which the aeroplane is moving also increases. under spring resistance or under the resist- 75 en the arm is at 45 with the vertical, as ance of hydraulic or fluid compression brakes indicated at 20, the speed will be about 40 or under a system of weights the aeroplane miles per hour neglecting the lift of {he would attai to a flying speed before the planes. Such a speed is one approaching arm 2 had risen as high as it otherwise would that at which the aeroplane will have athhave to rise and would also attain this speed so ered'speed enough to fly. The end 0 the with 'less centrifugal force on the connecarm 2 is then in position moving on a tions and being on a larger radius it would radius of about'110'. not be tilted to the same extent when about It will be obvious that shortly after the to be cast olf. 7

go arm reaches an angle of the plane will As will hereinafter be explained the arm have acquired flying speed. Thi spe d (1 2may be caused to rise by positive means such pends on the type of aeroplane and the load as by the action of a winch so that the arm carried thereby. V

I en the arm reaches a position m kin than it would be lifted by its centrifugal 25 an 'angle of 60 with the ve tical, a indi force and hence the aeroplane hanging below cated at 2d the speed of rotation ofth aerothe end of the arm in a paid off position be plane will about'60 miles per hour if it is still well clear of the round. still attached to the end of the arm. Most For example, as t e aeroplane athers aeroplanes should have sufficient lift to fly speed and the attachment pays out t e loop as before this speed is reached. The plane if '3 when the arm is at 20 might be at 30, when secured to the'end of the arm will be steeply the arm is at 2d at 30!, and when the; arm is inclined to the horizontal as it is being forced at 2a be at 3a. The aeroplane would then round in a circle the diameter of which is swing out on the dotted curve 3, 3c, 3d, 3a about 270. The pull on the attachment and and be in a very much better position as far 86 alon the centre of the arm will be, neglectas centrifugal force thereon and tilting thereioo ing t e eflect of the lift on the wings, about of than otherwise. twice that of the weight of the aeroplane. 3 indicates a means whereby the arm 2 To reduce the heavy tilt on the aeroplane may e p and also the rate of revolution of the arm example toenable a second aeroplane and any 40 which under the conditions suggested above other aero' lane to be launched after one has 1 would vary from about 4 revolutions per been launc ed and has caused the arm to reminute when the arm is at 30 to 6 revoli main in the more or less horizontal position ions per minute when the arm is at60, the 2a. 'Now the counterbalanc'ing of the arm attachment 3'according to this invention is may carried out as follows 7 45 so arranged that it is caused to pay out either he inner end of the arm is pivoted upon automatically under an increasing resistance a centre 10, about which centre the arm rises or underspring or similar resistance. Let and falls as hereinbefore described. Upon that it starts lengthening when the arm. has part of the arm may be a wheei or sector 0 60 reached an angle of 30 and has lengthened a wheel 14. Around this wheel or sector the arm by 75' when the arm reaches ananpasses a strong flexible rope or cable 15 the gle of .60.' end of which is connected to the periphery The radius at which the aeroplane is movof the wheel at 16., The rope or ouble then a me; when the arm is at 60 and the attachpasses down the middle or near the middle .6 ment has paid out to this extent is about 200' of the mast 1 being brought to the required 12 and the aeroplane would have to exceed a position either by making the wheel of the speed of 70 miles per hour on this radius to requisite diameter or by the insertion of a hold the arm out at this angle. jockey ulley 17, it then passes to and is By paying out the attachment the radius fastened to a freely revolvable joint 18. This .0 on which the aeroplane is moving is at once joint enables the upper part of the rope or increased and accordingly the centrifugal cable 15 which has just'been described to reforce exerted by the aeroplane on the attachvolve freely with the arm 2 as thisrevolves ment at the speed it is travelling at the moround and round the mast 1 without twisting ment is reduced. The result of paying out the lower'portion of the rope or cable 19 65 the attachment suddenly with the arm re- (which is just about to bedescribed) with it.

The lower portion of the rope or cable 19 plane to be wheeled or moved away from the then passes from the lower end of the remast altogether. But as an'alternative, provolvable joint'to a spring or springs 20 and Vision may be made for lowering the aerothe strength of this sprlng or springs is so plane from the end of the arm by the oper- 5 adjusted that the tension therein is normally ation of levers or by paying off the cable suiiicient to raise the arm until it occupies the holding the attachment 3 so that it rests on more or less horizontal position. The lower its own wheels or otherwise upon the ground extremity of this spring or springs is fastened or other support and may similarlybe moved toa spring tension ad usting lever 21 which or wheeled away from the mast altogether.

10 may be provided with a catch which may be The springtension adjusting lever is then operated to cause the said lever to remain in gradually moved to its lower position 21a, either of two positions. This lever may be so and in moving it the arm is thereby raised to arranged that when it is in one position (the the raised position 2a. If so desired the lower one), indicated at 21, the arm 2 withspring tension adjusting lever or its equiva- 15 out any aeroplane on it would occupy the lent may be arranged with gearing so that more or less'horizontal position 2a and with by rocking it to and fro or by providing it an aeroplane on it would then occupy the with suitable gear ratios it will be within lowermost position, the weight of the aerothe strength of oneman to raise the arm to plane having caused the counterbalancing raised position. The auxiliary wheel or sec- 20 spring or springs to be stretched sufliciently tor may be replaced by two or more wheels to allow the arm to descend to this position or sectors in which case two or more ropes resting against the circular track 7 around or flexible cables would be provided from the mast. It will thus be seen that when the the anchoring positions on the wheels or seespring tension adjusting lever is in its lower tors to the revolving joint. Similarly two 5:5 position 21a, and an aeroplane has just been or more ropes or flexible cables may be pro- I launched the arm is in its upper more or less vided between the revolving joint and the horizontal position 2a. Now when it is des ring adjusting lever or equivalent. The sired to dispatch from the base of the mast a o ject to be obtained by having more than 7 second or subsequent aeroplanes,.preparatory one ro or flexible cable may be either that 30 to launching the arm is required to be lowof ena ling the revolving joint to be conered. Therefore the spring tension adjuststructed with an opening right through its ing lever is so arranged that it may be moved centre to allow of the passage through it of to its upper osition 21b to allow of sufficient other ropes or cables hereinafter described, slackness to be given to the spring, rope or or that of getting greater flexibility, or that 35 cable 20, 19, 15 I hat the weight of the arm of getting a greater margin of safety. 21100 will cause it todescend to its lower position One manner of carrying out the main ob 2; and then the ring or other attaching device ects of this invention is illustrated diagram- 3 at the end of the arm may be attached to its maticaly in Fig 4 and has either or both of I counterpart on the next aeroplane which it the following ob ects in view-firstly that of 40 is desired to launch; then when the next aerominimizing or reducing the shock to the arm plane has been attachedthe spring tension and 0 the aeroplane at the time that the adj usting lever is moved to its lower position er plane to he landed becomes attached to 21a and thus imparts an outward and upward the end of the arm, and secondly that of inpull to the arm so that it is trying to raise creasing the radius at which the aeroplane 45 th ro lan and occupy th more l revolves around the mast ateither or both horizontal position 2a so that the next aeroof the followmg times, firstly, immediately plane canthen be'launched as hereinbefore f l mg h at whlch 1t h i become described. In a similar manner any number attached to the arm, or, secondly previously 7 of aeroplanes may be launched, to the moment at which it becomes detached Ifit is desired toland a second aeroplane or r m the arm; for at either or both ofthe 115 subsequent aeroplanes the operation is eflecttunes the 1m act P1 the arm and Q the r ed as follows z The first one which has. been plane and t e discomfort felt by the occulanded ishanging on the end 3 of th pants of the aeroplane owing to the effects The spring tension adjusting lever is then of the centrifugal force due to the circular 55 moved toits upperposition 211; which reduces n w oi h p ne around h mas are the outward and upward pullin the arm. ly to be a a ma im m and to vary 1n- Some support under theaeroplane or u d versely as the radius of the curve on which th aeroplanes h l i th moved or the plane s forced to move. This deviceis pushed into position so that the aeroplane is Q h enable? ng h k 3 01 60 i d fli i tl t e o it i ht f other attaching device atthe end of the arm the ring or hoo or other attaching device 2, when a pull is exerted upon it by an aeroupon which it is hanging at the end of the arm lane attached thereto, which pull is greater to enable the saidring or hook or other atin force than the dead weight of the-aerotachin'g device to be detached and completely plane, to be drawn out further and extended separated, and whichithus enables the aerooutwards away from the normal position at .tached to an "a revolvin g the end of the arm which it occupies when the aeroplane is either hanging stationary from the arm or is only revolving slowly around the mast. This capability of the ring or hook or other attaching device of being drawn out in the above circumstances is attained by having the aforesaid ring or connecting device fastened to the end of a sliding rod or tube or to a flexible cable or rope, or a combination of these things, the other end of which is attached to a spring of such strength and so arranged that it can only be stretched out or lengthened when a pull is exerted exceeding the dead weight of the aeroplane. The other or fixed end of the spring is attached to a strong anchorage either within the arm itself or within the mast, and in cases where the fixed end is atanchorage within the mast then joint is interposed at any convenient point between the place where the sliding rod or tube or flexible cable or rope has its direction of force changed at the top of the mast and the position of the anchora e.

In Fig. 4 the attachment device 3 is connected to the cable 22 preferably in such a manner that the base of the said attachment may be pulled up tight against a stop or scating 23 in the endof the arm 2. The cable passes down the arm 2 and around a pulley 24. It then passes down the ll'laSi or tower being provided with a swivel or equivalent 25. Very powerful springs 26 may be attached to the cable and the end of the cable 27 passes around the drum of a winch 28. If springs 26 are introduced into the cable the strength of these springs should be such that they will be capable of resisting after suitable extension the maximum pull due to the heaviest aeroplane to be handled plus the centrifugal force. It will readily be understood that the centrifugal force when the arm rises to above an angle of to the vertical may approach to or be double the weight of the aeroplane. The spring or springs 26 must be capable of resisting this with a suitable margin of safety.

Further, these springs 26 should be capable of a considerable amount of extension. As indicated in Fig. 4 the spring could scarcely extend or contract to an amount exceeding say 35% of the length of the arm 2, but it may be possible to provide some. multiplying arrangement whereby the attachment 3 may be paid out to a greater extent than this. Such a multiplying arrangement is shown in Figs. 5, 6 and 'i'.

If a spring is introduced capable of extending to a length equivalent to 90% of the height of the mast 1 when the maximum stress is thrown on the connections in landing an extra heavy aeroplane at high speed it is preferable that such placed under an initial a spring should be tension before the aeroplane is hooked on, which initial tension should be about equivalent to the weight of the plane so that the :moplane by the time the arm 2 comes to rest in its lowered position will be held up to the end of the arm by the initial tension in the connections. The cable 27 may therefore be connected to a winch 28. which winch might conveniently have certain indications such as 1 ton, 2 tons, 3 tons-to indicate the initial tension in the spring with the drum in the said positions.

A single device suitable for giving a spring extension of say 85% of the length of the arm when landing a very large aeroplane would give but little cxtcnsion-perhaps only a 5% extension when landing a very light plane. A light plane would accordingly be subjected to higher relative impact in stress than a heavy one under the lesser extension, and it may be found advisable to duplicate or triplicate the devices shown in Fig. 4 and to design separate springs to bandle respectively light, medium and heavy planes.

It is not absolutely essential to have a spring or springs 26 fitted as it would be quite possible by using paid out. say under the brake or friction control of a winch drum. or under control of hydraulic or like braking gear, to reduce the shock in landing an aeroplane and reduce the stresses and the tilting of the machine in assisting planes to take off. In such cases the plane when hooked on when landing would pull out the cable under heavy brake resistance and the said cable would be wound in again so as to pull the aeroplane hard up against stop 23 before the arm came to rest in its lower position. WVhen an aeroplane was to be assisted in getting off the cable would be let out gradually as found requisite.

With a paying off gear it will be evident that facility in attaching or dctachin of an aeroplane to or from the arm when in lowered position would be greatly increased. as all that would be needed would be to use the winch 28 to pay off the rope 22 to lower the aeroplanes gently to earth, or conversely to slack off the attachment ring 3 until it would be hooked on to the aeroplane on the ground or surface 13 below and then to lift the aeroplane up against the stops 23 on the arm by tightening the rope 22 as requisite.

The rope 22 may have a device 34 clamped thereto which may take up against a bufi'er stop 25 when the rope has pulled out to the limits which it is desired should not be exceeded.

Referring now to Fig. 5 the one end of the two part cable 22:; which passes to, and is attached to. the aeroplane attaching ring 3 passes round the jockey pulley 24a and to the swivel or like joint 25a and thence to the anchorage 65. The other part 220 of this a cable which could be cable after passing over a jockey pulley and through the revolving joint 25a passes to the multiple blocks 66, 67. This system of blocks is shown in the figure as having eight parts. The attachment ring 3 therefore would have an extension of four times the extension of the spring 26a.

The lower part 66 of the set of blocks is attached to the springs 26a and has guide members adapted to slide up and down. the slide bars 68, 68, as far as the stops 69. The springs 27a are connected to the cross bar 71 and this is connected by the cable 27a to a winch drum 28a. Any desired tension within certain understood limits may be placed on the springs by working or paying out the winch 28a.

The upper set of blocks 67 is attached to a member 7 2 which has a rotatable joint 73 therein. The upper end of 72 is connected at 16a to a crank arm 14a fixed to the pivot 10 of the arm 2.

It will be realized that once in level of the end 16a of the crank lea between positions 2 and 2c of the arm is say t 0 and the spring when extended bye 0 requires an extra tension of 1 ton on the ring 3 to so extend it, then as the arm drops from 2a to 2 block 67 rises 4' 0" and the block 66 rises a little over 3" 0 and the initial pull on the ring 3 is increased automatically to an amount of about three quarters of a ton. By these means the initial tension on the ring 3 with the arm in raised position may be increased, by say of a ton, on the arm falling, with the result that it may be so arranged that it will certainly raise the pull on the attachment to be above that due to the pull caused by the weight of the aeroplane itself when the arm is'in said lowered position.

Referring further to. Fig. 5 it will be seen that any desired tension may be placed on the ring 3 with the arm raised. This adiustment will be effected by the winch 28a. Upon an aeroplane attaching to theend of the arm a sudden pull is applied to the attachment 3. Assuming for the moment that this, pull reaches a maximum value of say three tons on the ring 3 and that a pull of three tons is equivalent to a lengthening of the springs 26a by a distance of twelve feet; then owing to the multiplication given by the blocks and tackle arrangement 6667 the ring moves outward by approximately 48 feet thus reducing the shock of the connecting operation.

As the speed of the aeroplane attached to the arm around the mast falls off, this pull drops drawing the ring 3 in towards its stop 23 on the end of the arm. As however the arm falls the other factor comes into operation increasing the pull on the ring 3 as the arm falls lower and lower. The numerical tosuitthe'siae and' weight of the planes to be assuming the diiierhandled and will depend on the details of construction. 7

Figs. 8 and 9 illustrated one possible embodiment of the attachment for the aeroplane of adequate ear.

%gures 3 is a ring or hoop or kept open by light spring arms strength to take the pull. This ring or loop 3 has a hook or tang 29 having a T end 30. The said T head drops due to gravity into a recess 31 in the yoke 32. The wire ropes (of which two are shown) 22 are attached. to the yoke and the back 33 of the yoke may be shaped to be capable of taking a comfortableseating on end of the arm 2. The ropes 22 pass around pulleys 36, 36 and are held in position thereon by guide rollers 37, 37 An equalizing device. 38 to equalize the pull on the ropes may be fitted.

The direction of the T head 30 and its shape forces the ring loop to take up a position with its plane perpendicular to the direction from which the aeroplane is expected to comewhich direction is perpendicular to the arm 2.

In Fig. 10 meansfor causing the-arm 2 to rotate around the mast is shown.

In this the endless ropes 40 which are passed around the drum of asuitable winch, rotating mechanism or the like 43 pass up to the top of the mast and around a pair 0 ockey pulleys 41 and thence around the large rope pulley 42.

This rope pulley is fixed to the revolving head 44; which carries the pivot 10 on which the arm rises and falls. By working the winch 43 the arm 2 may be made to about the mast 1 whether an aeroplane is attached or not.

A free-wheeling or disengaging arrangethe stop 23 on the revolve ment (not shown) must be provided enabling the revolving head 44 to rotate freely without check from the winch or driving mechanism 43 when an aeroplane suddenly hooks onto the arm.

The causing of the arm to rotate about the mast by means of gearing or other mechanism may beof great assistance, since the extra assistance'so given to an aeroplane as it is trying to take off ma be of very great imortance to it as assisting to overcome the rictional resistance in moving on a curve. The positive driving of the arm shortly before the aeroplane has gathered flying speed and the paying out of the attachments so as to both assist the aeroplane to gather speed on its curved path and to increase the radius of the path on which the plane is flying and to thus reduce its tilt at the moment of casting ofl, may indeed be found almost essential.

' Further, with mechanism to positively cause the arm to rotate it may or may not -herd(ni'ridf2pos'sibl'e torv anaeroplane to hook 30 the hook and 50 the shaft 48; and

55 of the hook.

the'mast and arm and also in the aeroplane itself. In order to hook onto a rotating arm it would probably be necessary for the pilot to app roach the mast on a curve orspiral. ,5

In igs. 11 and 12 a device is shown which could be fitted to an aeroplane to make it possible for it to be launched or received witl Assuming theta ring loop 3 is attached to or carried by the end of the arm 2, then a hook 11-1 4 having a projecting horn 5 is mounted on the aeroplane.

In Fig; 11 the apparatus is shown in its normal position-that is the position in which g it would be when'the aeroplane is about to 2 attach to the ring 3 or when it is so attached.

The point 45 of the horn is above and in advance of the pilot so that'he can see clearly how to steer the plane to cause the point of the horn to enter the ring or hoop 3. The horn runs through the said ring loop 3 and causes the hook part 4 to engage the ring. A spring pawl 46 or catch disengaging. When hooked on, the ring takes onto the concave bend 47 at the top of the strain is taken with the ring loopf3 in the position shown in dotted lines. The hook is strongly stayed to the aeroplane body, as the stress thereon may exceed that due to the weight ot the plane itself by two or more times depending upon the length of the arm 2 and theradius of the curve in which the aeroplane is caused to travel, and also upon the impact or relative suddenness with which the plane hooks on.

A shaft 48 operated by the handle 49 in the cockpit of the aeroplane permits the hook to be rotated from its normal position with the point of the horn pointing forward to the reverse position when it is desired to 45 cause the aeroplane to detach ,itself from the ring 3.

In Fig. 12 the hook is shown when in a position to detach from the ring. The horn 5 points backwards owing to the turningbf handle 9.. Thedisengaging member 50 which is fixed to the aeroplane structure, has, as the shaft 48 and hook 4 turns engaged and pressed down the pawl 46 so that it no longer closes the throat 51 When the pilot judges that he has sufficient flying speed he guides his aero plane so that flying on the proper curve it also lifts so that the part 47 of the hook instead of engaging the ring or loop 3,1ifts clear thereof aud t-he plane disengages from clear;

1 apparatus as hereinbefore describei'h prevents the parts fromi -to give as The ning on the armQ should be so arranged that it will tend always to take up a position imder its own weight which will make it hang in its yoke with its plane properly placed to receive the hook of an aeroplane to be hooked on. The formation of the Tshaped tang 30 of the hook might be such that it would, provided the pull on the ring 3 isnot too'much, allow the ring to rise slightly and to twist through 180 C. The reduction of stress on the hook and ring might be thecriterion by which the pilot would judge whether he could cast off. Ob-

viously he must not cast off until he has flying speed, when he judges'he hasrthis speed he by guiding his :aeroplane upwards and in wards will be able to judge by testing whether he can turn the handle 49 whether the stress on the attachment is still excessive or not. lVhen he can turnthe handle he has momentarily attained the desired speed and is flyin on the proper curve. Shortly afterwar s he may steer the plane more steeply upwards and inwards and cast ofi.

The attachment shown in Figs. 11 and 12 might be modified so that when landing the horn 5 pointed forward all the time, and

when an aeroplane was to be launched it pointed;back all the time. In the latter case the release of the spring catch 50 would preferably be operable by means independent of the handle 4-9 so that the catch was only re leased after the pilot thought he had attained flying speed. 7

Fig. 13 shows a modification of the attaching arrangements carried by the aeroplane. wherein a spring 74 placed in the barrel 74a reduces the shock of. the sudden pull on hooking onto thering loop 3. The scale 75 may showthe pilot in the cock-pit the strain in the rod 48, when, in the operation of launching, the said scale indicates little or no stress, the pilot will know that he is largely supported by the air pressure on his kings and that he may prepare for casting o As an alternative, (not illustrated) the hook 4 may transfer the pull through suitable rods or cables to the axle ofthc landing wheels of the aeroplane and bythese means the springs of such landing gear be utilized to reduce the shock to the aeroplane itself.

Fig. 14 illustrates diagrammatically the reception or landing of an aeroplane when a pavmg out attachment gear is used.'

uppose the aeroplane 9 is flying in the direction of arrow 52 and hooks onto the arm 2a at 53. This arm previously will have been raised to near the horizontal position so as much clearance above ground as possible. J

On hooking on at pulling out either 53 tlie attachment starts under spring, frictional ill) 'pla neis at point 54. Then the end of the accordingly be of small dimensions but of arm is at 55a the aeroplane is at 55. By the great strength as it cannot he stayed and yet time the arm is at 56a the aeroplane is at 56. must be capable of resisting the bending \Ve will assume that the spring resistance moment due to the'forces applied to the top or the frictional or other resistance will only of the mast through the arm 2. For a mast 7o allow the attachments to pay out under the 100' feet high a-steel tube 4 6 or a little weight, speed and centrifugal forces develmore in diameter built of thick steel plates, oped, by a distance D. The radius of the or of-cast steel braced with tie rods, might curve to which the aeroplane is forced to fly be suitably strongly anchored to the ground.

10 within a time limit of say two seconds after For a 150 mast it may be necessary to in- 75 attaching on is D-l-R. But it has had this crease the diameterto 6 0" or more. time within which to change its course. The A working platform 62 on which the varicurve traced by the plane is 53, 54, 55, 56, 57 ous winches-and mechanism is mounted may and this is a transition curve-that is one be provided above the track;

whose radius decreases accordingly to some The mastabove the track 7 may be guyed so law from infinity, if theaeroplane is origi to the braced structure-61 supporting the said nally moving straight on the tangent toca track by suitable guys-63, 63 thus reducing radius which may fall to the radius R but the size and weight of the mast 1. will finallv become The mast 1 may be built up of steel plates It will be noted that the various positions or be of any suitable construction. It made 54a, 55a, 56a, of the end of the arm lie behind of steel plates the ropes 15, 22, etc. might be the positions 54, 55, 56 of the aeroplane at the inside the mast.

.same instant owing to the inertia of the arm. At the top of the mast the arm 2 or revolv- 7 There will therefore be a distinct bend where ing head 44 might be provided with avane 64.

26 the attachments join the arm. The angle 59 The ring or loop 3 although spread out between the line of action of the attachments wide to receive an aeroplane will, directly an and the direction of the arm tends to increase aeroplane has attached on, pull out into an as the arm gathers speed. elongated loop. To prevent the wire, which Shock on the attachments may be reduced form the stress resistlng portionof the loop,

' 70 by making the arm rather whippy horizonfrom being bent to too sharp a curve, the part tally. This may be efiected by making 47 of the hook on the aeroplane and the surknuckle joints in the arm controlled by face of the horn 5 leading thereto may be springs so that if necessary the arm under widened out laterall and given easy curves. lateral stress will deflect or how consider- The: wire rope orming the loop must 35 ably. In Fig. 14 the bending of the arm is naturally be very flexible. If desired a flexclearly indicated, and it will be clear that a ible wire rope may be anchored to the part certain amount of giveisdesirable. 29 and after passing round the loop 3 and Upon hooking onto the arm a considerable. through an eye on the part 29 a suitable numstress and strain is thrown on the apparatus ber of times, say 6 or 8 times, the further end so and on the aeroplane. The transition curve be also anchored to the said part 29. Vari- 53, 54, 55, 56 'oining the tangent 57 which ous loops on the rope may be suitably lashed is desired to ioree the aeroplane to follow or bound together to make a single rope of much reduces shock and stress. great strength and flexibility.

v The pilot by approaching on, a curve as in- Referring now to Fig. 15 a diagrammatic 45 dicated by arrow 58 can also help to reduce view of telescopic means whereby thelength the shock. Also it is of course necessary for ,of the pivoted arm 2a may be increased is the pilot to bank rapidly at the moment of, shown. i or Ereferably just before, attaching. In this figure the pivoted-arm 2 is indicated eturning now to Fig. 2 which shows, still as being made hollow, for example a hollow so somewhat diagrammatically, a constructionopen frame providing suitable guideways ai form. or slideways inside so that a telescopic part The mast 1 has a revolving head 44 carry- 76 may be inserted therein and. adapted to ing the pivoted arm 2.. Around the base of slide in and out within certain fixed limits. the mast the circular track 7 is built. It de- These movements will be under suitable 55 sired the track may be supported through spring contro V the medium of springs 60 on a braced The end of the arm 2 may be provided with structure 61. small brackets on which antifrictional roll- I The wheel 8 on the arm runs on this track. ers 77 7 7 are mounted' The telescopic part This wheel, or an equivalent skidding or 76 may also be provided with brackets-on o0 rolling device, mig t be mounted on springs which the rollers 7 8-, 78 are mounted. These 126 1 or be fitted with pneumatic tyres to reduce assist in the easy inand out sliding movement the shock. of the. art 76. If preferredsuitable slippers Ample space is needed below the track 7 or sli ing surfaces may be substitutedfor for side projections of an aeroplane wing the rollers 77, 78. i 65 thereunder. The central column 12 'must This part 76 has an end having a Stop 23 8 against which the loop 3, or the yoke 32 of the aeroplane attachment loop 3, may be pulled up tight. The ropes or cables 22 securing the loop part 3 to the mast may pass centrally down the telescopic part 76 and be attached thereto in any convenient manner. The loop 3 may be attached rigidly to the end of 76 or through the mediumof the yoke part 32 so that in addition to the telescopic part 76 pulling out when a suitable tension is applied thereto the aeroplane attachment may pull out further still.

To prevent the part 76 from pulling out too far a stop 79 may be fitted thereto to engage a corresponding stop 80 on the arm part 2.

e extending outwards of the telescopic part 76 should be capable of being operated y those in charge of the mast. For this purpose a rope 81 may be provided passing down the arm, around a pulley 82 mounted thereon, and be secured to the eye 83 on the part 76. By pulling on this rope 81 the part 6 may be made to protrude by any desired amount up to its limiting extension against the action of the spring constraint applied thereto by cables such as 22.

To hold the part 76 in its protruded position a pawl or like device may be used. Fig. 16 shows diagrammatically a holding device which comprises a rack 84 secured to the part 76 and a short rack bar 85 adapted to engage the said rack to prevent the return of the telescopic part 76 when it has been moved in the direction 93. This rack bar 85 is kept in engagement with the rack 84 bv the springs 86, 86 and the backward thrust on the rack bar is taken by the abutment 87 fixed to the arm 2.

0 release the engagement the rope 89 is vided which passes around the pulley 90. This rope 89 may be attached to the sto 91 on the mast 1 and pass around the w eel or sector 14 or the pivotal point of the arm 2.

e slack in the rope 89 may be so proportioned that the rack bar 85 is in engagement with the rack 84 when the pivoted arm is in its raised position but when said arm sinks low a certain angle-(say an angle of 65 with the horizontal) the rope is tightened to draw the rack bar 85 out of engagement. As a slack rope 89 is undesirable some s ring device 92 may be provided to automaticall take up the slack. The rope 89 although secured to the stop 91 might be operated by hand at any time to release the holding device 84-85.

By working the rope 81 the telescopic part 76 of the arm, when the same is in raised position, might be caused to protrude to its full protruded position by the holding device 8485 so that the radius of the arm 2 might be considerably increased in order to receive an aeroplane. The land- .tii'a'gag aeroplane would thus only need to fly Won a considerably larger radius than before shown by the arrow th ing wheel 8a ada and the centrifugal force would accordingly be reduced.

Upon the attachment of an aeroplane as its speed reduced and the arm 2 gradually lowcred the point would be reached at which the holdin device 8485 of the telescopic part released. This release would take place whilst the centrifugal force on the attachments was still fairly high so that the telescopic part 76 would not fly back at too excessive a speed. It would have retracted home long before the aeroplane'came to rest with the arm 2 in its lowered position.

In launching an aeroplane the telescopic portion 76 would be arranged to pull out gradually as the arm 2 rose higher and highor. This might be due to the increase in the centrifugal force on the attachments as the aeroplane gathered speed and the arm rose. It might however be assisted by operating the cable 81.

Finally, when the arm reached its fully raised or limiting position and the aeroplane attained flying speed it would thus be moving on a curve of larger radius. As in such p0siti0n.the telescopic part 76 is held against the action of the springs controlling it in its outward extended position by the catch 8485 the actual tension in the aeroplane atcasting oil by steeply and directing its course upwards at e same time. In Fig. 15 the large landing wheel 8 which might be suitable for a ivoted arm of small dimensions is replaced by the smaller landpted to engage the track 7. he arm 2 and its telescopic part 76 might be made in the form of light tubes. These two parts 2 and 76 mi ht both be made flexible in the horizontal direction so as to reduce the shock in landing.

A modification of the shown in Fig. 17. In this the arm 2 is shown as of cylindrical tubular form with a tubular telescopic part 94 slidable therein.

This part 94 has apertures or central holes 9596 for the passage therethrough of the cable 22.

The (part 2 is provided with guide surfaces the part'94 with surfaces 78a so that the parts slide easily. Stops 79 and 80 prevent excessive movement.

The cable 22 has a stop 97 fixed thereto which may normally be inside and intermediate of the length of the part 94 but usually will be towards the outer end of the part 94.

To this stop 97 the light rope 98 is fixed telescopic part is 100 connected to the rope.

Normally the part 94 is retracted with its flangle 101 against the end 102 of the arm 2.

At t e same t\ime the stop 103 on the rope 22.

rest with its stops at its top and to provide sheaves. an

neoaeu.

normally is against the end 1040f" the part 94.

Upon a tension being appliedto the loop. 3 the stop 103:1eaves the end 104 as the rope 22 is pulled out. After a short movement of the loop 3 the tension in the spring 10.0 caused by the movement of the stop 97 causes the part 94 to start movingv also. It will readily be seen that in the limitthe stop 97 bringsup against the end 104 of the telescopic "part with the loop pulled out, say 10 feet, further than the end 104, and the part 94 comes to 7 9 and 80 in engagement, being in said extended position possibly protruded by say 30 feet.

In this Fig. 17 a modifie form of device for engaging the telescopic part 94 is shown in which the pawl 105 engages the inner en 107 of the part 94. This pawl may be disengaged by the pulling of the. rope 106 in a manner already indicated.

It will be of oourse understood'that the invention is not restricted to the embodiment described and illustrated.

For example the details might be much modified, within the scope of the invention.

Instead of springs for controlling the paying out gear it might be possible to substitute a system of weights or hydraulic or like cylinders, so that as the ropes paid'out the tension would progressively increase.

The gear might be duplicate to suit thesize or .weight of the various aeroplanes to. be handled.

It has been proposed for the purpose of dispatching and landing aeroplanes toi use a fixed toweror mast with fixed cross arms so be hooked onto the end of of the cross arms, and maybe caused to swing backwards andforwards like a swing'until sufficient velocity is attained at the bottom of the swing f lane to be unhooked and take off. With such means it has been proposed to use a moveable piston element connected to the cable, sai piston working in a cylinder so arranged that upon an aeroplane hooking onto the cable when passing at speed the piston. maycompress a fiuid in said cylinder-toyieldingly resist the landing forces. By such means upon an aeroplane attempting to land the cablepays out to an extent permitted by the movementof the piston. Owing'however of the pistonbeing strictly limited the paying out of the cable cannot be large and; the aeroplane must be brought to rest or checked .in a single oscillation or swing.

In launching an aeroplane using this known device no extension or letting out of the cable is possible, as the extreme l'en is limited by the height of the mast and the clearance above ground needed for the plane.

In the present invention the addition of extension gear in connection with a swinging aeroplane-engaging about the said mast, and a spring the end of the arm.

6., cables -the arm in proportion adapted toextend outwardly to the stroke device for aeroplane is not claimed but the springer like extensions are applied to gear having a mast and a rotatable arm thereon which is thus capable ofwhirling an aeroplane in contra-distinction to merely swinging it, and it is to be clearly understood that the devices claimed herein are restricted in their application to use with aeroplane landing and launching gear in which a rotating or rotatable arm is an essential feature and in which the aeroplane is caused a circular or-spiral path.

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim is 2- 1. Apparatus for landing or dispatching an aeroplane in a restricted space, comprising a mast, an arm rotatable about said mast, means carried by said arm,- the said arm and attaching means being adapted to extend outwardly upon the application of centrifugal stress thereto, and meanstending to counteract the efiect of said centrifugal stress, whereby the arm may be extended outwardly when launching or receiving an aeroplane and may then be brought closely adjacent the mast.

aeroplanes,comprising a mast, an arm on sa1 mast, the said arm carrying an aeroplaneengaging. device,

biased flexible means attaching the engaging device to 3.-'Apparatus for dispatching or landing aeroplanes, comprising'a mast, an arm rotatable-about said mast, an aeroplane-engaging device on the said arm, and spring biased means attaching the engaging-device to the arm and resisting the ment;

4. Apparatus for dispatching or landing an aeroplane, comprising a mast, an arm mounted thereon and rotatable thereabout,

attaching-gear on the end of the said arm for attachment to an aeroplane, an elastic means connected to the attachment gear and as an incident to increase in the centrifugal force of the aeroplane in order to increase the radius of the aeroplane about the mast.

frJApparatus for dispatching or landing an aerop ane according to claim 4, comprising spring biased means connecting the attachthe said arm.

6. Apparatus for dispatching'or landing an aeroplane according to claim 4, comprising spring biased means for connecting the attachment gear to the spring biasing being such as to require a centrifugal ull in excess of t of the aeroplane for causing the outward extension of the said additional gear.

m'ent gear to to travel in means for rotating the arm I '7. Apparatus according to claim 4, comprising spring biased means for connecting the attachment gear being pivotally connected to the mast for to claim 4, comprising means for resisting tension of the attachment gear and means for regulating the said resistance means to resist a tension from 10% about to 200% of the weight of the aeroplane. T

Apparatus according to claim 4, wherein the e astic means are adapted to increase from to 1% of the length of the arm and comprising spring biasedmeans for resisting the outward extension of the said additional gear. a

11. Apparatus according to claim 4, comprising spring biased means connecting the attachment gear and the said arm, and 'a multiple block tackle'between the springs and the attachment gear, whereby the aeroplane may be paid out to an extent exceeding the extension of the springs under the pull ap plied to them by the aeroplane by a ratio dependingon the tackle ratio.

12. Apparatus according to claim 4, comprising stops having spring-buffin means, for limiting the outward extension of the attachment gear.

13. Apparatus according to claim 4, com prising a sprin connected to the said elastic means, a swive for preventing the twisting of the elastic means upon revolution of the pivoted arm, a sto on the cable adjacent the outer end thereof tend sion is exceeded.

4. Apparatus for dispatching plane accordin scopic extensib an aeroto claim 1, comprising a telee part in the sai arm capable of increasing the length of the arm, the said and means for hold whichth gear on the aeroplane adapted the said attaching means,

ward extension of the said sring biased means being attached to the sai telescopic portion.

16. Apparatus according to claim 1, comprising a telescopic portion in the said arm and means for determining the pull necessary to cause the extension of the said attaching means. e

17. Apparatus according to claim 1, comprising a telescopic portion on the said arm ing a telescopic portion, after its extension into its extended position. 7 18. Apparatus according to claim 1, in which the arm is pivoted to the mast for movement in a vertical plane, and comprising a telescopic part on the said extended position the actuation of the holding device until the pivoted arm has swept outwardly through a selected vertical angle, and which will trip the holding device to permit the retraction of the telescopic portion when the arm falls below the said selected angle.

19. pparatus according to claim 1, comprising a telescopic portion for the said arm, means for raising the said arm to a substantially orizon arm, flexible means extending through the length of the arm, ing device to the y, when the creased the mast will horizontal position, the said flexible means feeding the engaging device outwardly upon increase of the centrifugal force.

21. Apparatus according to'claim 1 in can aging device comprises a widely extending ca lo, and spring biased means for normally keeping the cable loop in its open position, but which loo lengthens under the stress occasioned by t e attachment of an aeroplane thereto. I

22. The combination with flexible extension gear on aeroplane landing or paratus according to' claim 1,

therewith, the said flexible extension gear or loop, the engaging gear comprising a ring approach an extended, 7

dispatching apto cooperate gear on the aeroplane adapted to cooperate with the extension gear on the landing mast, the said engaging gear comprising spring biased grappling means and an indicator in combination therewith to visualize to the aeroplanes pilot the stress on the spring biasing, whereby to indicate when the stress has been sufiiciently reduced in order to enable 2 the aeroplanes to be cast OE With safety.

In testimony whereof I hereto afiix my signature this 22nd day of May, 1929.

LIONEL HOLLAND. 

